Controllino device tob hqtob-vxhiclbg



w. o. VAN'BUREN. CONTROLLING DEVICE FOR MOTOR VEHIOLES.

F rrmoumn rum: 1143.2, 1908.

905,607. I Patented Dec. 1, 1908.

a sums-sum 1.

'Patentd Dec. 1,1908.

' 2 SHEETS-SHEET 2.

. Hum U mfil.

W. G. VAN BUREN. CONTROLLING DEVICE r012 MQTOR wnHmL s,

APPLICATION FILED MAB. 2,1908.

. fluid Will be accomplishedimmediately be used on. automobiles of the White steam sists in certain pecu iarities of the construcs ".to. the engine-cylinder, showing it equipped I with my improvement, and the parts in the .cylinder and the brake for stopping the tomobiles of other types, and for this reason 'I desire it to be un .which serve to illustrate my invention, and

UNITED STATES PATENT ori ice,

WIL IAM C. v-A i 3111111331, or ci rcaco,. i 4 uors.

CONTROLLING DEVICE MOTOR-HIGHS.

To all whom it may concern:

Be it known that .1, WILLIAM C. Van BUREN, a citizen of the United States, residing at Chicago; in the county of Cook and State of lllinois, have invented certain new and useful Improvements in Controlling Devices for Motor-Vehicles, of which the followingis a specification.

This invention relates to improvements in means to .be employed with certain parts of automobiles whereby-the motive flu d, such as steam, may be shut off from the enginemovement of the automobile applied to one of the wheels thereof by one impulse or one movement of the operator, and in such a manner that the shutting off of the motive for the applicat on cf the brake is made. 0 th hee and so that the operation of shu ting o the. motive fluid will in. no way iii-ten fere with the-operation of applying the brake with whatever degree of pressure-or force-desired, and while. the invention is more particularly designed. for and intended to be car type, yet it is applicable for use on auerstoodthat I 'do not wish tobe limited in the use .of m. invention to any specific form ofautomobi e, but may apply it wherever racticable; and it contionpnovel arrangement, and operation of the parts thereof, as will be hereinafter more fully set forth and specificall claimed.

In order to enable others s edin the art to which my invention pertains, to make anduse the same, I will now proceed to describe it, referring to the accompanying drawings,

in which- I p I Figure .1 is a side view partly in section and part1 in elevation of an automobile of the White .steam car type, and in which is shown a suflicient portion of the mechanism thereof to illustrate the application and op erati'on ofmy invention applied thereto; Fig. 2 is a view in side elevation of. a portion of the steam pipe leading from the generator positions they, will occupy when motive fluid is supplied to the engine-cylinder; Fi .1315,-

a like view of similar parts, showing 1: e po -5' I Specification of. Letters Patent. brr vstln an we a m nlet a. sms.

may be of the .ordinary orany preferred con Patented Dec. 1, mos.

I fluid-has been shut off and-in the act of set:

ting the brake; Fig. 4 is an inner face view of one of the brake-drums of the rear wheels of the automobile, showing b full lines the positions the brake-shoes will occupy when set and after the motive fluid has been shut off, and by dotted lines the normal positions of the brake-shoes and the operating parts therefor ;and-Fig. 5 is alongitudinal sectional viewofa portion of the steam pipe leading to the engine-cylinder, showing a valve in 0 en position for controlling the flow of flui throu h said pipe.

Like numerals 0 reference, refer to corresponding parts throughout the different views 0 the drawings. 7

The reference numeral 10 designates the chassis or frame of the. automobile, which 75. struction, and mounted in any-well known manner-on. the front and rearwheeis 1 1- and 12, respectively, of the. machine, On the front portion of the chassis is. mounted an engine 13 which has communication through a steam i e 14 with a generator 15, which is preferzibly mounted about midway of, the chassis: As is clearly shown in'Fig. 1 of the drawings, the steam suppllypipe '14 is ex tended outwardly from t e .engjne cyl ndcr. 13 ,and then downwardly and t enhorizen! tally and rearwardlyito the eneratoit with i which it isc onnected. At a out the junc" ture of the vertical portion of the supply pipe 14 with its horizontal portion is connected so. as to communicate therewith a throttle 16-, of any ordinary or well known type, the stem 17 and valve (net-shown) of which may be operated in the usual-manner by meansof a throttle-wheel 18, rod 19, and a connection 20 uniting the lower end of said-rod and the throttle-stem 17, as will be understood by reference to Fig. 1 of the drawings. The.

rod 119, on the upper end of which is secured the throttle-whee 18, is extended through a t bular steering-rod 21 which is suitably journaled on the chassis, and has at its upper end a steering-wheel 22 to be'used for turning said rod'and guiding the machine. I Y 9 Located in the steam su ply-p pe 1-4 near. the engine cylinder 13, an preferably in upwardly extending portion of said pidpe, ma valve 23, the rt 24 of which is a when motiveuidpis 'beingsupp'lied to toregister with the o gsof'tha. pipe sections 14, as is clearly s own in Fig. 5 of the drawings. This valve may be of the Y with a crank 27, t e lower portion of which shown "as being of the be ecrankdevertype,"

' has its-shorter arni32 tonnectedby meansof yconnected togrether in any suitable manner,

40 usuallyabove the. valve 23 thereon is a mcket; 44 which is provided with a bearing I andelearly seenflthahwhen the parts are in e0, thejpofitions arated at their upper portions by means of each of said Shoes.

1 opening the valve 23 td'permit of the'supply y cured thereto one endbof a springfl49, the "65 other end of which be secured 'to the in the present instance isshown of the rotary type, and-has a valve stem'25journaled in -thecasing 26, and, rovided on one of its ends is adaptedt'o en age a recess 28 formed in a re'cipronatin IOt or bar .29 near its front ,end, i the other ent of which is pivotally connected "to a lever, which in" the resent instance is the longer arm 300i which, towhich the rod or bar 29;is ivotall ,(o'nnected, formin a,

pedal forythe fool-brake; This lever issuit ably fulcrr-rned seat 31 onthe chassis, and

a cable 33, or-otherwise, to one arm 34 of a .bell-crank-lever, which "is fulcrumed on the chassisor frame 10, totheoiher arm 35 of i which is connected. by means ofja 10.136 a lever 3'7 fulerumedon' the brake'-drum.38 of one of the rear wheels of the automobile. The lever 37 carries on its lower portiona (cam 39 which is lovated between the upper portions of the brake-shoes 40, which are of the well known (onstruction, and surround the rear axle 41 so that when they, are sq the lever37 and ts cam-39 their peripheries ower portions of the brake-shoes may be but preferabl by means of a turn-buckle 42, asfshowninl 'gt 4 of the drawings. The up- 36 pei fp'oitions of the brake-shoes 40 are normally held]inItheir'retracted positions by means ofa sp g 43 secured at its ends to Mounted onthe steam supply pipe 14 and I45 forfthe front RKrhon of the reciprocating rod or bar 29, .w 'ch may have in-its front or free end spin or projection 46 to restrict 45 its rearward movement. Secured at one of its ends tothe rodor bar 29 is a spn'ng47, the other, endof which is secured to a suitable support'48, .such as thedashboard of the automobile, said spring is used. to assist 50, in retracting the bar. or rod 29 and thereby niotive fluidto the enginel v The lower end of the crank27 on'the valve-stem 25 has ,se-

and b "reference to it will; gzread y understood l beopen so as to' v gagement with'the recess 28 therein will be will be forcedlinto tontact with the inner 30 friphery of the brake-drum. The adjacent -rpermlt the pfiosageofrmotive fl'uid from the engine-cylinder and to drive the rriachine, and when it is desired to shut off the motive fluid and apply the brake from the position shownin Fig. 2' forwardl 7 all that is necessary is to move the ,lever 30 or to the position shown in Fig. 3, in whie Y operatlon it is'evident that the valve 23 will "be. closed in the initial movement of said lever and the connection 29between it'and the valve, when by further movementof the leverthe lower portion of the crank 27 on the valve-stein till he thrown out of engagement with the recess 28 in the rod, or bar 29,

@thus permitting further forward movement of the lever 30 so as to apply, through its 4 connections 33, 36," 37 and 39, the brakeshoes 40lag'ainst the brake-drum SSwith'the en 'age the recess 28 therefor in the bar orro 29, and as saidbar is moved further rearthe lower portion, of the crank 27 will again Wardly the valve 23 wilLagain be openedl It is apparent that the spring 49 will yieldingly hold the lower portion. of the valvestem, against the rod orbar 29 so that its eninitial forward movement of the lever 30 so.

as to; move the lever 3.7 (see Fig. 4) from its position shown in dotted lines to about that shown by continuous lines, the motive fluid through the pipe 14 will be entirely shut oil at about" the time the, application of the brake is begun to be applied. In other words, in the forwardmovement of the lever 30 the valve 23 will first be closed and then Havinlg thus fully described myinventi'on, what I c aim as new, and desire to secure by Letters Patent, is

brake pp y one movement or im- P of the operator.

l The combination with an automobile, of

supply pipe communicating with the engine,

, anfengine and brake therefor, a motive fluid pipe atca distance from the engine, means to operate the'throttle, a shut-ofi-va-lve located in said pipe between the engine and throttle andhaving a crankon its stem, alever suitably fulcrumed near said valve, a rod or bar imovably supported nearone of its ends and I pivotally secured at its other end to the lever and having a recess to "engage the crank on the valve-stem, a spring to retract the rod orfbar, and a connection operatively unitlng the leverjandbrake.

C.- VAN BUREN Witnesses: Cassi-O. TILLMAN, M.A.NYM-AN. ,7 i 

